Combustion-engine.



45 rie Enwazan Moena, or sYEAoUsEjNEw Yorin.

eoMeus'rIon-Eneinn;

Specification of Letters Patent.

`Iateinted. J une 2, 1914.

Application tiled September 8, 1908. Serial No. 452,075.

To all whom t ma concern.'

Be it known t at l, EDWARD Moore, of Syracuse, in the county of Unondaga, 1u the State of New York, have invented new t and useful improvements in Combustion- Engines, of which the following, 'taken 1n connection with the accompanying drawings, is afull, clear7 and exact description.

This invention relates to certain improvel ments in combustion engines and refers more particularly to the two cycle reciprocatory type in which the combustible fluid is compressed and ignited at the end of each compression stroke and the spent gases are i discharged and fresh fuel supplied at the end of'l the out stroke of the piston. Itis, therefore, necessary in Ithis type of engine to admit the 'explosive charge and d1scharge the spent gases at-each cycle of movement `of v the piston and although this intake and exhaust is almost instantaneous and practically simultaneous, it nevertheless re uires an appreciable period of time to permlt the cylinder to properly cleanse itself of the spent gases and to admit a proper amount of explosive fuel so that in practice, the lpower decreases as the speed ofthe engine increases particularly when the speed is such that the interval of time between the opening and closing of the ports-by the piston will not allow the entrance of a proper amount of explosive fuel and cleansing of the cylinder from spent ases.

My-main object, there ore, which is simi- M lar-to that set forth in my lPatent #948,336,

of Feb. 8i, 1910, is to provide the cylinder with intake and exhaust ports of ample size to assure the entrance of the fresh explosive mixture and exit of the spent gases d@ uring a .minimum interval of time between the opening and reclosing of such ports under a maximum speed and at the same time to provide means whereby the effective lenuths or leads of these ports may be vafrom maximum .to minimum at the will of the operator. have sought to maintain a moreuniform interval of time between the completeopening and closing of the ports by the piston (l under varying. speeds ofaction so that such interval of time under high speed may .be practically the same as under low speed for the 'purpose 'of maintaining the full power of the engine under all speeds.,

@ther objects and uses relating te specic lln other words, ll-

brought out in the following description.

In the drawings-Figures l and 2 are longitudinal vertical sectional views taken at right angles to each other of the` cylinders and contiguous elements of an internal combustion engine showing the various features of my invention.

ln order to demonstrate the practicability of my invention l have shown a cylinder --1 as provided with an internalV combustion chamber -2- and inlet and exhaust ports 3 and -4-3 said cylinder being provided with a chamber --5-' for the reception of a cooling medium forming a waiter jacket for the combustion chamber and is also provided with additional ports -7- and -8-, the port 7 communieating with an intake pipe -9- which Amay be eonnectedto a carbureter or any source of fuel` supplywhilethe port -8- is connected by a ley-pass --l0- to the inlet port-3-. f

The communication between the" intake pipe -9- and port -7`- is normally cut 39 off by a self-closing valve --11-- which,

.in this instance, is held to its seat by a spring -12- and is adapted .to open against the action `of said spring by the" partial vacuum produced by the compression strokefof the :main piston as 413-- which 1s movable in the cylinder --l-.

rlhe intake port --7-` and exhaust port y Jlare in suclrrelative positionV that the piston -13- operates to open the port-4--- 9o full open and to entirely close the port' --7- when at the limit of its outward stroke and to completely uncover the -port -7 and close the port m4..---- when at the limit ofits compression stroke so that as soon as the port -7 is uncovered during such compression `stroke of the piston, the suction or partial vacuum produced thereby will operate to open the valve 1l against the action of the spring -12- thereby ad- 100 mitting the combustible Huid to the interior of the cylinder but at the outer end of the piston.

As soon as the piston m13 reaches the limit of its compression stroke at which time the previously introduced fresh charge of explosive mixture is compressed and ignited, the piston -l3- is driven outwardly byl the expansive force of the explosive mixture thereby forcing the fresh m1xture below the 11G structural elements of the engine will be'r Y piston outwardly through the port 8 and by-pass 10 and thence through the inlet port 3 into the explosion chamber of the cylinder as soon as the lat-ter port is uncovered during the out-stroke of said piston. This port 8 is spaced apart Jfrom the inlet port 3 a suiiicient distance to remain open during all positions ot the piston so that during the compression stroke the explosive mixture which is taken in through the port 7 readily passes into the base of the cylinder through the port 8 and into the by-pass 10 where it is highly compressed by the out-stroke of the piston and passes instantly under such pressure into the explosion chamber of the cylinder as soon as the port 3 is uncovered or opened. rifhis opening'of the port 3 takes )lace after the beginning of the opening ci the exhaust port 4L- which latter is full open by the time the inlet 3 is also full open so that the inrushing fresh explosive mixture aids in expelling the spent gases from the exhaust port which expelling action is aided by the use of a batiie or deflector plate M on the compression end ot the piston and in close proximity to the inlet port 3 by reason ot the tact that said plate defiects the fresh iniiowing explosive mixture upwardly, thereby displacing the spent gases from the opposite side.

Means for maintaining a maximum power under increased `spccd. The maximum power ot' the engine under1 increased speed may be maintained by any suit-able mechanismwhereby` the intake or exhaust port and preferably both of such ports may be gradually elongated as the speed ot' the engine increases and in order thatV this principle ot' my invention may be clearly under-V stood I have shown a slidable sleeve 15 fitting closely 'within and adjustable lengthwise of the cylinder and having an internal bore in which the piston l3 is movable. This sleeve forms a part of the combustion chamber ot the cylinder as well as a removable wearing sleeve tor the piston and is provided with a series ot ports 3 l-, 7 and S registering rcspect-ively with and shiftable relatively to the ports, 3 lt 7 and S tor the purpose of varying the size et the last named ports as may be required to maintain the maximum power of the engine under increased or maximum lspeed or in other words to compensate `for decrease of i power under increased speed.

It may be that under some conditions approximately the same result may be accomplished by varying the size ot' either the inlet or exhaust port separately and L theretore, desire to claim means for varying the size ot one ot the ports tor the purpose of compensating ter the loss ot power under increased speed and althoughI have shown a sleeve slidable in the cylinder having ports registering with those in the cylinder it is evident that the same result may be accomplished by any rotary or'longitudinal slidable element having a port or ports movable relatively to those in the cylinder whereby the size of the inlet and exhaust ports may be varied at will or automatically it necessary to compensate for the loss of power under increased speed.

Air pump. A guide tube 16 which in this particular instance is formed integrally with, and extends some distance into the base ot the main cylinder 1 receives an auxiliary guide piston 17 the latterbeing connected by a rod 18 to the head of the piston 13 through a suitable guide or gland 19 in the inner end of the pump cylinder 1G whereby the piston 17 is caused to move with and through the same stroke as the piston 13 The inner end of the pump cylinder aside from the gland 19 is closed and forms acompression chamber between it and the head of the piston 17 into which atmospheric air is admitted through a passage 20 in the base ot the tube 16 This passage or inlet port Q0 is located and uncovered at the limit of the out-stroke ot the head of the piston 17 but during the greater portion of such outstroke a partial vacuum is created in the tube 16 between its inner end and piston so that as soon as the port 20 is uncovered the atmospheric air rushes into the partial vacuum with considerable ltorce thereby filling the tube with air at atmospheric pressure. During the compression stroke ot both pistons this air in the tube 16 is highly compressed and when the 'pistonv 17 approaches the limit of its compression stroke this compressed airis instantly forced into the interioriof the main piston 13 through one or more passages 21 in the sides of the rod 1S it being understood that these passages 21 are ot suiiicient length to connect the interior of the tube 16 with the interiorv ot the main cylinder 1 beneath the piston 18 through the gland 19 when the piston 17 reaches the upper limit ot its compression stroke. f

The interior diameter of the piston 13 is greater than the exterior diameter of the tube to receive the, inner end of thel tube 1G during the out-stroke of the main piston 13 the intervening space between the tube 16 and piston 13 forming a passage for the escape of the atmospheric air which is compressed and discharged through` the passages 21 at the limit ot the compression stroke. This additional atmospheric air which is admitted through the inlet port 20 is,'thereforc, compressed into the space between the inner end of thetube m16- and head of the' piston 134- when the latter reaches the limit of its compression stroke so that immediately upon the return of the piston under expansive force of the explosive mixturethe compressed air between the inner end of the tube 1G- and head of the piston -13 is .further compressed and forced outwardly through the ports,-8- and 8- and intotthe by-pass -10- and as soon as the ports 3 and 3- are uncovered by the outward movement of the piston '--13 this compressed air tovether with the explosive mixture which is drawn in through the intake --9- Vrushes into the combustion chamber through the ports S3- and 3-, the additional compressed air serving not only to increase the explosive qualities and expansive force of theexplosive mixture but also aids'in cooling andcleansing the combustion chamber.

llt is-evident from the foregoing description that by providing meansfor increasing the size of the ports as the speed of theengine increases to ycompensate for loss of powerv under such increased speed the engine may be run at a much-higher rate of speed than has heretoforebeen practical and that by introducing air in the manner described l am enabled thereby to keep the temperature of the cylinder down to a safe degree and that by twice compressing the t? ti additionalr atmospheric air which is thus lintroduced, once `by the compression stroke of the piston -17- and again by the outward stroke 0f the piston -l3-, lam enabledto introduce this air into the combus tion chamber at a high degree of pressure which aids in cleaning the cylinder from spent gases during the reduced intervals of time between the opening and closing of the inlet and exhaust ports as the speed o the engine increases y The sleeve --15- may be adjusted lengthwise of the cylinder by any suitable means and forthis purpose l have shown a shaft w24-f as vjournaledv in suitable bearings upon and at one side of the base of the cylinder -16-, said shaft being provided with crank'` arms --25- which are connected by links or rods -2G- to the `outer end. of the sleeve -15-`- said rods being guided in suitable bearings -27- which serve to Vhold the sleeve against turning and at the same time enable the sleeve to be adjusted endwi'se to shift the ports therein relatively to their corresponding ports in the cylinder.

The piston L7-- is preferably hollow and and -2 with the ports -3.-, --4'--, -7- .and --8- of the sleeve *.-154- as partially open for 'low or normal speed, the' pistons being at their extreme limit of outward stroke with thel ports -3-, -4- and -20-- open, then 1n this position the combustion chamber is filled with a fresh charge of'thev'explosive mixture. Now during the compression stroke of the piston 13 the ports -3 and 4rare first closed. whereupon the explosive mixture in the combustionchamber is compressed during which compression Stroke the port -20- is closed and the air in the tube is compressed by the piston -17- and at the same time the gas fuel is compressed by the compression stroke of the piston -13- when the port 7L- is uncovered causing the opening of the valve -11-4 to admit the explosive mixture from the intake to the. cylinder beneath thepiston -13-- at which time the passages W21- are brought to a'position to connect the interior of the tube with the interior of the main cylinder --lbeneath the piston allowing the compressed air to pass through the port f-8- and into the J3- reaches the limit of its compression stroke, the explosive mixture is ignited by any wellknown igniting means, not necessary to herein illustrate or describe, whereupon the exploded mixture returns the piston -l3, thereby closing the port 7 and 'opening' the ports 3, lm and which allows the previously compressed explosive mixture in the conduit l0-ato, pass immediately into the combustion chamber through the port -3-- ready for a repetition of the operation just described,`it being understood that the inf ilowing fresh mixture causes displacement of the spent .gases `through the exhaust port -4--.

What l claim is:

l. An internal combustion engine comprising a cylinder having aninlet port and an exhaust port, a piston controlling'said ports, additional means movable between the piston and cylinder and movable relatively to the piston for additionally controlling said ports and an adjusting device for said means operable at will independently of the` piston. A 2. An internal combustion engine comprising a cylinder having an inlet and an lil@ lll() iro exhaust port, a piston controlling said ports,l

of said ports, and a pis/ton movable in the sleeve and controlling said ports.

ist

' of said ports.

5. An internalv combustion engine coinprising a cylinderI having an inlet port and an exhaust port, a sleeve slidable endw'ise of and Within the cylinder across said ports,l

a piston movable in the sleeve and controlling saidports and means for adjusting said sleeve at will.

6. An internal combustion engine coinpiising a cylinder having an inlet port and an exhaust port, a piston controlling said ports,`and a sleeve surrounding the piston and adjustable endwise relatively to the piston and cylinder across said ports and means operable at will for moving said sleeve endwise.

7. In a combustion engine,.a cylinder having an inlet and an exhaust port, a movable member Within the cylinder having ports registering with and movablerelatively to the lirst named ports, a piston controlling said ports and means to aet'uate said member at will independently of the piston.

8. A combustion engine comprising a cylinder having an inlet port and an exhaust portj a sleeve movable in the cylinder and provided with ports registering with and adjustable relatively to the iirst named ports, and a piston movable in the sleeve and controlling said ports.

9. A combustion engine comprising a cylinder having an inlet iort and an exhaust port, a sleeve slidab e lengthwise of the cylinder .and provided with ports registering with and adjustable relatively to the first named ports, and a piston movable in the cylinder and @controlling` saidrports..

l0. An internal combustion engine comprising a cylinder, a sleeve slidable in the cylinder and provided with an exhaust port,

a piston movable" in the sleeve' and controll port communicating with saidcylinder exhaust outlet, and means for adjusting said 'sleeve' whereby to vary the `cross sectional area of said communicating exhaust port.

12. The combination withthe cylinder of an internal combustion engine having an annular exhaust outlet; of a sleeve mounted within said cylinder and providing a piston working chamber; said sleeve having an exhaust port connecting said piston working chamber with said outlet; and manually actuated `means for varying the cross sectional area of said connecting exhaust port and outlet.

A13. The combination with the piston and cylinder of an internal combustion engine having an annular exhaust chamber; of a sleeve mounted within and concentric with said cylinder and providing a working chamber for said piston, said sleeve having an exhaust port communicating with the exhaust chamber, and manually actuated.

means for adjusting said sleeve whereby to vary the cross sectional area of said coinmunicating exhaust port.

In witness whereof I have hereunto set my hand lthis 5th day of September 1908. EDNARD MOORE.

llitne'sses:

, H. E. CHASE,

CAROLINE M. MoCoRMACx. 

